Transmission shifting device



Fes. 11, 1.941. J. J; wHAAM 2,231,740

TRANSMISSION SHIFTING DEVICE Filed Dec. s, 1939 2 sheets-sheet 1 MV'W I M Feb. ll, 1941.

TRANSMISSION SHIFTING DEVICE Filed Dec. 8, 1959 Y 2 Sheets-Sheet 2 Yiw/HMM 2,231,740'

INVENTOR 'I wir-ess l B'. s"

W A ORNEYS.

' Patented Feb. 1,1,l 1941 UNITED ,STATES ,Ins'raN'Ilv OFFICE Ford Motor Company, Dearborn, Mich., a corporation of Delaware Applicationpecember 8,1939, serial No. 308,142

cIaim-s. (01.747484) 'Ihe object of my invention is to provide a transmission shifting device especially adapted for use in connection with motor vehicles.

A further object of my invention is to provide 5 a transmission shifting device of the type known as lsteering column gear shift wherein the lever -for shifting the transmission gears is secured to the `steering columny of the vehicle -just beneath the steeringwheel. My invention relates to improvements in this type of shift mechanism, as it is conceded that the general arrangement of such mechanism is old. My improvements relate to simplied means for assembling the device, means for insuring more positive operation of the device under all conditions, and means for reducing .the

mechanical effort required to shift the transmission gears. l

Many of such shifting devices have been made in the past but each design has been objectionable for one reason or another. In'most oi' these designs. considerable play or backlash was unavoidable when the device was built upon a production basis and -this resulted in a very poor feel in the operation of the device.- Inv my improved design, backlash is almost entirely eliminated so that the operator may readily feel when the gears areengaging.- Furthermore, because of a novel fulcrum arrangement for the shift lever. I have practically eliminatedV friction at this point so 80 that much easier, operation results.

' Still further, in my improved design the several parts may be readily assembled on the car without the use of special tools to produce a neat appearing structure in which no screws, bolts or 85 other'fastening devices are visible from the drivers seat.

The transmission, per se, with whichmy shifter is to be used is provided with a pair of shifter bars in the conventional manner, which bars are 0 adapted to be moved fore and aft, respectively, to

yengage two different ed ratios in the transmission. .Reciprocation of one bar controls the low and reverse speeds while reciprocation of the other controls the second and high speeds.. Buitable interlocking means is provided so .that one bar may not be shifted when the other is in any butaneutral position. A I

In the past it has been customary to connect these bars with links and levers which extendl to position beneath the steering wheel and to' provide a shift lever adjacent to the wheel which selectively engages these levers to thereby move the desired1 shifter bar in the on. 'Ihis construction has the disadvantage that. when the transmission is in neutral position an attendanttion and combination ofthe various parts of my engine, transmission,

' line I-I of Figure 2, and

in servicing the car from within the engine compartment or beneath the car, may accidentally I nove one of the links or levers .to thereby engage one speed gin the transmission. This operation Will not, of course, move the steering gear lever .53

because in neutral it is connected to neither shift bar. When this occurs the operator is unable to shift the transmission back to a neutral'po'sition or to drive the car in any speed but that in which it has been placed. Inother words, the shifting mechanism will be entirely useless. Such accidentaloccurrence can readily be remedied by manually moving the shift bar to its neutral position from beneath the car but in many' cases much inconvenience is caused`because the driver is unaware'of what is wrong and because the steering wheel shifting device is useless. It is therefore the .object of this invention to provide a shifting mechanism which cannot be so dislocated by an attendant or by other accidental means to thereby improvethe performance of the vehicle.

With these and other objects in view, my-invention consists in the arrangement, construcimproved device, as described in'this specification, claimed in -my claims, and illustrated in the accompanying drawings, in which:

Figure 1 is a side elevation of an automobile and steering post, with my improved transmission shifting device installed thereon.

Figure 2 is a sectional view, .taken upon the line 2-2 of Figure 1.

Figure 3 is a sectional view, taken upon the line 3-3 of Figure `2.

VFigure 4 is a sectional view,'taken upon the line 4 4' of Figure 2.

Figure 5 is a. .sectional view. taken upon the j Figure 6 is a sectional view, taken upon the line .l-l of Figure 2.

Referring to the accompanying drawings, I have used the vreference numeral I 0 to indicate the frame of -a motor vehicle,` in which a conventional internal combustion engine Il is secured, A sliding gear transmission I2 is secured to the rear end of the engine Il in the conventional manner, this transmission being provided with the necessary'gears, clutches, etc.,`to eii'e'ct low, intermediate and direct speeds forward and one speed in reverse. 'I'hetransmission I2 is provided with a pair 'o f cross shafts extending therethrough which are connected with suitable shift- I ing bars inside ofthe transmission to erect the 'su various speed ratios. An arm I3 is xed to one of .these shafts and projects outwardly from the transmission so that rotation of this arm in each Y direction from a neutral position effects the sec- 5 ond and high gear ratios in the transmission. A second arm I4 is fixed to the other of said shafts and movement of this arm fore and aft produces the low and reversefspeeds in the transmission.

The transmission itself has not been illustrated in detail as it forms no part of this invention and because nearly any of the conventional transmissions may be substituted without aecting the operation to any material degree.

A steering column Ii is xed to the frame I3 and extends upwardly and rearwardly where its upper end is fixed to the vehicle body in a stationary position. A steering gear housing is xed to the bottom end of the column VIl at the point where it is fastened to theframe Il and a 4shaft IB is -`rotatably mounted withinthe steering col- `umn I5. A steering wheel |1 is secured to thev upper end of the shaft and its lower end is connected to the steering gear.

It will be noted that a semispherical ange Il is fixed to the upper end ofthe column I3, which ange coacts with a'correspondlngly shaped Jhub portion of the steering wheel |1 to form a chamber therebetween. f Y

Before describing in detail the construction.

employed for shifting the transmissionfit may be well to mention that a control lever is mounted Just beneath the steering wheel which is connected to a single shaft which extends substantially parallel to the steering column in such a` manner that arcuate movement of the control lever in the plane of the steering wheel simply oscillates the aforementioned shaft while movement of the lever in an up and down direction reciprocates the shaft axially. Thus only one 40k/shaft. extends from the steering wheel down through the oorboards of the car to provide a neat appearing construction. A pair of arms are pivotally mounted at the lower end of the steering column which is connected to the arms I3 45 and I4, respectively, and suitable mechanism is provided for selectivelyl oscillating either of these last two mentioned arms by the shift lever while it is either in its upper or lower positions. In the detailed construction used a bracket 60 I9 is clamped on the intermediate portio'n`of the steeringcolumn I3, which bracket is provided with a pair 'of axially spaced bearing supports 23 thereon. These supports each have an opening therein through which a tubularcontrolshaft 2| 65 extends. The shaft 2| is both reciprocally and rotatably mounted in these openings. The sh`aft 2| extends upwardly alongside of the steering column I3 and its upper end is similarly mounted,

in suitable openings in the flange I3. a0 Referring to Figure 2 it-will be noted that arms 22 and 23 are mounted upon the shaft 2| between the supports 23. As shownY in Figure 6, y -the bore in. each of these arms 22 and 23 is splined, and the adjacent portion of the shaft 2| es is correspondinglyisplined at 24 to engage these splined portions. However, the splines on the shaft 2| are only long enl` so that when the f shaft 2| 15min downward non. the spunes will engage only the arm 22 1 70 2| is in its upper position t'en the splines will engage only the shaft While the' shaft is moving from' one ofthese engaged positions to the othr,the splines 24 connect both of the arms `together and to the shaft. 75 From Flgure. itfwillbe noted that a pin 23 to thereby positively connect the arm 22 and the extends through tube 2| and is adapted to hold a collar 23 upon the tube just above the bracket I3. 'I'he pin 25 also servs as an anchor for a tension spring 21 which vextends downwardly therefrom and is anchored at the bottom end of the bracket I3. A cup-shaped member 28 extends over the bottom end of the tube 2| and is provided with a U-shaped opening 23 in its bottom portion. The spring 21 is provided with a convolution 33 intermediate of its end which may be hooked over a tongue 3| 'formed by the U-shaped opening to thus anchor the spring in place.

From the foregoing it will be seen that after the tube 2l has been installed in position the spring 21 may be inserted through the bottom end .of the -tube and hooked over the pin 25. The spring may then be stretched downwardly and the convolution 30 hooked over the tongue 3| to thereby resiliently urge the tube 2| downwardly at all times. y

The collar 2B is provided with a ange 48 which extends radially therefrom, the periphery of which engages a slot 32 which is formed in the upper end f an interlocking pin 33. The pin 33 is reciprocally mounted in the bracket I9 in a lposition parallel to the'shaft 2|. Each of the arms 22 and 23 isprovided with interlocking lugs 34 which extend from their hub members in a direction opposite to the arms. The bracket I9 is notchedv out to receive -the lugs 34 and suitable slots .33 and 36 are formed in pin 33 to permit the arms to oscillate one at a time, according to its position. When the-` pin is in the position shown in Figure 2, the slot 35 is aligned with the lug 34 on the arm' 22 so that the arm may freely oscillate. The only time that the pin 33 is in this position is when the tube 2| is in its lowermost position and, of course, at this time the spline 24 engages the splines in the arm 22 40 tube 2|. vIf now the tube 2| is moved upwardly, then the, slot 33 in the pin 33 becomes aligned with the lug 34 on the arm' 23 so that this arm may be oscillated by the shaft 2|. The lower portionofv the piny 33 at this time engages with the lug 34 on the arm 22 to thereby prevent ascillation of'this arm while the shaft 2| is in its upper position. Y

From the foregoing it will be seen that when the tube 2| is connected to either one of they arms 22or 23 by means of the splines 24, that the arm-Ato which it is connected is free to oscillate with the tube an'd that the other arm is positively held against oscillation in either direction. This is very important because it prevents the arniwhich is at the time disconnected 'from the tube 2| from being accidentally moved to one of its engaged positions. A link 31 connects th' arms 22 and. |3 and another link 38 connects the arms 23 and I4. When the shift is in neutral position the tube 2| is urged downwardly by the tension spring 21, so that the arm 22 will be connected thereto for rotary movement. The link 31 connects the arm 22 to the transmission shifter.v In this position 65 the arm z: win The connected by the link 31 with the arm |4 but the transmission, being in neutral, permits the oscillation of the arm |4. The

interlocking mechanism in the transmission permits oscillation of either arm providing the other is in th'e neutral position. If now the arm I4 is icidentally moved in either direction, the arm 'splines 24 upwardly because they would not be @aligned with the splines in the arm 23. The tube 2| could not be rotated to a position where it would mesh with the splines in the arm 23 because the arm |44 being in an engaged, position prevents movement of the arm I3 by the transmission interlocking mechanism. Thus, the

operator would be, preve'nted from either moving the shaft This could the arm I4'to the neutral position from beneath the fear. With my improved construction this happening is prevented because when either arm is connected to the tube 2| the other of these arms is at this time held from rotation. It will be noted from Figure 6 that an arcuate shield 39 is cast integrally with the bracket I9 so thatstones or thelike thrown up from the road cannot lodge between the lugs 34 andthe pin 33.

`Referring to the right-hand portion of Figure 2 it will be noted that an anchor plug 40 is loosely inserted in the upper end of' the tube 2|. 'Ihe upper end of, this plug is reduced in diameter 2| upwardly or from rotating same.

- and extends through a suitable opening in the flange I8. This end is slotted to receive a U- shaped washer 4| and the adjacent portion of the flange I8 is countersunkf so that the` washer maybe inserted and then, with the' plug 40, moved downwardly into thecountersunk seat in the flange. As long as the plug 40 is urged downwardly the washer will be held in this poslticn. The lower end of the plug 40 is provided with an opening therethrough in which a ball end 42'of a shift lever 44 is mounted for oscillation in all directions. radially from the tube 4I adjacent to the lower end of the plug 49 and is adapted to pivotally support the shift lever 44.

From Figure 3 it will be noted. that the nterjmediate portion of the lever 44 is provided with a transverse opening therethrough in which -a pair of spring urged detents 45 are reciprocally e mounted. Theseldetents are urged outwardly by a spring 41 into suitable aligned openingsin the outer endV of the sleeve 4 3 to thus pivotally supportthe lever 44 in the sleeve. A flexible rubber tube 46 is stretched over the enclosed end of the lever 44 to close the space between'the enlarged center portion of the lever and the endD of the sleeve 43. This tube also extends along the inn'er endpf the lever 44 and functions to eliminate any `#rattle which might otherwise develop between the lever 44and the sleeve 43.

When the operator desires to engage the low or reverse speeds in the transmission -he first pulls up upon the youter end of the lever 44 which raises the tube 2| around the stationary anchor plug 40. 'Ihis engages the splinesl 24A with the-arm 23. In the normal operation of the car, the .lever 4,4 is rst moved upwardly and then rotated clockwise tothe low Aspeed position. When it isdesired to engage the second speed the lever is simply'rotated counterclockwise, the rst portion'of this movement bringing the arm 23 to its neutral position where the spring 2 pulls lthe tube 2| downwar ly into engagement with the arm 22 so that upon continued counterclockwise movement, the spl nes 24 rotate the arm '22 to engage the seco speed gear. The -direct drive is then eng d by-.moving the lever in a clockwise direction. A' I'heqipring 2I,at this time ensures that the splines 24'- remain with the arm 22.

.It will be noted from Figure 2 that a spring engaged be corrected only by manually moving A sleeve 43 extends washer 49 is interposed between the top ofthe plug 40 and the flange |8 which resiliently urgesv the plug 40 .downwardly to thus urge the washer 4| into its socket. This prevents the accidental detachment of the washer 4| when the device 33 and arms 22and 23 in position. 'I'his'unit is then placed alongside of the steering column and its upper end inserted into thev flange I8 with thewasher 49 therebetween. 'I'he washer 4| is then installed in the' upper end of the p ug 40and thev bracket |9 fastened tothe column. The spring' 2l is then hooked over the pin 25 and tensioned to its normal position.

` However, if desired the plug` 48, may be assembled in the flange I8 by means o f the washers 48 and 4| and then the tube 2| inserted into position. The lever 4 4 mayv then be attached, and the bracket I9 still later fastened to the lower end' of the tube.

should, of course, be assembled on the tube 2| termined.

Among the manyv advantages arising from my improved construction, it should .be noted that the shift lever is so mountedv in the sleeve 43 that'no exposed nuts or bolts are present. If itis-desired for any reason to remove the lever 44, the detents 45 may be simultaneously pressed inwardly so that the lever may then be pulled outwardly from the sleeve. y

Still a further advantage of my improved construction arises because the low and reverse speed arm cannot vaccidentally be moved when the .transmission is in a neutral position, as sometimes happens with many types of steering column gea'rshifting mechanisms.

Some changes may be made in the arrange* ment, construction and combination of the various parts of my improved device without departing from the spirit of my invention' and it' is my intention Vto cover by my claims such changes as may reasonably be included Iwithin the scope thereof.

I claii as my invention: 1. In a steering column gearshift mechanism .for motor vehicles comprising, a shaft mounted upon said steering column for both reciprocal and rotatable movement relative thereto, a pair of arms rotatably I nounted uponv said steering column, said arms being held against axial movement, links connecting said arms with the vehicle transmission so that oscillation of each arm in each direction engages a particular gear train in the transmission, chutches' formed on each of said arms and upon said shaft, said clutches upon reciprocation of said shaft engaging either one or the other of said arms for rotation with said shaft, an interlocking lug formed upon each of said arms, a pin reciprocally mounted in said` bracket, means associated with said shaft for re- 'I'he levers 22 .and 23 f 25 ciprocating said pin therewith, said pin having a plurality of notchesl` formed therein whichV in one extreme reciprocating position of said shaft engages the interlocking lug in one of said arms 5 to prevent rotation thereof when said clutch means engages the other of said arms for rota-f' arms, said arms being prevented from axial v movement relative to the steering column by 20 means of said bracket, links connecting said arms with the vehicle transmission so that oscillation of each arm in each 'direction engages a particular gear train`in said transmission, clutch means formed on the lower end' of said shaft 25 which upon reciprocation thereof engages the clutches on one or the other of said arms, an

interlocking pin reciprocally mounted in saldbracket substantially parallel to said shaft, acollar associated with said shaft which engages a 30 suitable slotin said pin so that said pin is caused to reciprocate with said shaft, interlocking lugs formed on each of said arms, said pin having a plurality of notches therein which when said shaft engages one of said arms permits rotation 35, of said arm and interlocks with the lug of the other arm to prevent rotation thereof, and means associated with the upper end of said steering column for reciprocating and rotating said shaft.

3. A gearshift mechanism comprising, a shaft o rotatably and reciprocally mounted upon the steering column of said vehicle in substantial axial alignment therewith, means associated with the lower end of said shaft which upon oscillation of the shaft at each end of its re- 45 ciprocal stroke selectively engages a particular gear train in the transmission, a sleeve extending `laterally from the upper portion of said shaft, said shaft at its upper end being tubular, an anchor plug inserted in the upper end of said shaft,

o the upper end of said plug being fixed to the steering column and its lowermost end having an opening therein in substantial alignment with said sleeve, a shift lever having an enlarged intermediate portion disposed within said sleeve 55 with said enlarged intermediate portion thereof in substantial alignment with the outer end of said sleeve, the enlarged portion of' said shift lever having an opening therethrough, smaller openings in the-outer end of said sleeve in align- 60 ment with the Ashift lever opening, and a pair of detents disposed'within the opening in said shift lever, said detents having reduced end portions which enter the smaller openings in said'sleeve, and a compression spring disposed between said detents so that when said shift lever is inserted 5 into said sleeve said detents will be urged outwardly into said sleeve openings and thereby pivotally 'support said shift lever in said sleeve, and a resilient rubberA member disposed between described.

4. A steering column gearshift mechanism comprising, a tubular shaft pivotally and rotatably mounted upon suitable bearings associated said shift lever and said sleeve, for the purpose 1 with said steering column, said shaft having means associated with its lower end whereby oscillation of said shaft in either of its extreme positions of reciprocation engages the speeds of said transmission, means associated withthe upper end of said shaft for reciprocating and rovtating said shaft, a pin extending transversely through said shaft, a spring anchor member loosely fitted over the-lower end of said shaft, which anchor abuts said bracket, and a tension spring having one end hooked over said pin and having a convolution intermediate of its other end which is hooked over said anchor member with the spring tensioned, to thereby resiliently urge said shaft to one position of reciprocation at all times, thenend of' said spring having said 30 convolution being of such length that said spring may be ,supported thereby while being hooked over said pin.

5. A gearshift mechanism comprising, a shaft .rotatably and reciprocally mounted upon the l steering column of a motor vehicle in substantial axial alignment therewith, means associated with the lower end of said shaft which upon oscillationof theshaft at the end of its reciprocal stroke selectively engages a particular gear train 40 inthe vehicle transmission, a sleeve extending laterally from the upper portion of said shaft, a shift lever for operating said shaft, said lever having an enlarged intermediate portion disposed within said sleeve and in substantial ,align- 45 ment with the outer end of said sleeve, said enlarged intermediate portion having an opening therethrough, smaller openings in the outer end of said sleeve in alignment with said shift lever openings, a pair of detents disposed within the opening in said shift lever, said detents having reduced end portions which project into the smaller openings in said sleeve, and a compression spring disposed between said detents so that when said shift lever is inserted'into said sleeve, 55 said detents will be urged outwardly into said sleeve openings and thereby pivotally support said shift lever in said sleeve, for the purpose described.

JOHN J. WHARAM. 50 

